Typically on a wide tire application, the transmission is moved over to accommodate the wide tire. Whatever distance the tranny is moved over then the front pulley must be moved over the same distance.
Example: The tranny is moved over 1?, then the front pulley must be moved over 1?. Also in this example BDL’s IN-1000 must be used on the front pulley.
All of BDL’s products are designed to fit stock OEM Harley parts. Some aftermarket mainshafts are oversized which will make hub feel too tight. If you try the BDL hub on a stock OEM mainshaft you will note that it fits perfectly.
Yes, this is normal. This is a bell effect … passing all the sound out in a single direction. A stock style chain drive set-up, with inner and outer primary covers, muffles the sound. The oil dissipates the sound within the enclosure of the inner and outer covers. Company enclosed unit runs dry and you can hear it, if you listen for it, but remove the covers (like on an open unit) and you hear the amplified sound(s). If you were to remove the hood and front fenders from your car, you would hear all aspects of the operating engine.
Company build all products around STOCK Harley-Davidson applications. The question(s) you need to ask the dealer you purchase your parts from, is what year application and for what model are the parts you’re buying for? This will direct you in determining what primary drive, related to stock application, you will need.
As far as Shovelhead, EVO and Twin Cam motors are concerned, they all have the same motor mounting collar, hole pattern and engine shaft spline. The transmission dictates which unit (related to stock H-D model year application) you will need. So, the Shovelhead and 5-speed combination will need a primary drive that matched the model year of the transmission.
Verify that you have the correct hub, because company build three different hubs for different applications for 4spd & 5spd tapers. The angle of the taper cannot be cut incorrectly, as far as seating to the main shaft. However, the perpendicularity of the taper could be out of tolerance, but you would see a severe wobble in the basket when it spins. It’s not uncommon for an individual or shop to over tighten the taper hub and push it too far onto the main shaft. If this occurs, your basket may rub and you will not be able to remove the hub from the hub bearing. If over tightened, the taper in the hub “mushrooms” out and will not allow the hub to be removed without modifying the exposed part of the hub, at the opening of the taper. In some cases, the taper has been pushed on to the main shaft so far, that it has cracked the inner bearing race (if you think this has happened, you can feel a “notching” while holding the hub and spinning the basket). The components go together with ½ of 1/1000 of an inch press … it doesn’t’t take much over tightening to expand the taper and cause trouble. Use Harley-Davidson torque specifications, so you don’t push the hub onto the main shaft too far, and possibly damage the hub bearing.
You can just buy the ring gear, BDL part number is SG-2. Heat the ring gear in your oven at 450 degrees for about an hour and a half (making sure it’s fully heated) and put your basket in your freezer for the same amount of time. With oven mitts, drop the ring gear onto the recess on the back side of the basket. And in a few minutes the ring gear contracts around the basket. Do not press the ring gear onto the basket, or you will wedge the material and the ring gear will not have a proper grip onto the basket.
All of our chain and belt drives require .080-.100 minimum movement from the pressure plate, for the clutch stack to disengage. There is .100 of separation on a 14 piece clutch stack (bolt-in & standard 3? open), there is .007 of clearance on each side of the plates. Depending on the spring pressure (quantity of springs) you are using on your drive, you may not have full movement when using a hydraulic clutch. If your hydraulic system has the smallest amount of air, the extra spring pressure will compress the trapped air, not giving you the correct amount of movement on the pressure plate. Guys use vacuum bleeders, but sometimes still have trapped air. Use and indicator to measure the movement of the pressure plate, making sure you have the correct movement on the pressure plate, so it can operate the way it was designed to. Design is simple and the amount of movement depends on your cable or hydraulic setup, if it is working properly.
Your clutch lever pull will be much easier, because there is less pressure. If you are running a stock motor, the diaphragm spring will work fine. But the purpose of coil spring design is to allow you adjustment. Add or subtract springs and shoulder bolts as necessary. The bigger the motor, the more spring pressure that will be needed. Weather it be a diaphragm or coil spring setup, the clutch needs a certain amount of force to compress the clutch stack to keep the plates from slipping. So, the bigger you go on the motor the more pressure you will need, and that will make your clutch lever harder to pull.
Chrome is an uneven surface. And because it makes an uneven surface, the motor plate does not mount evenly to the engine or transmission, which causes belt alignment issues. Once a motor plate and/or pulleys are chromed, it voids warranty.
Pulleys are gear cut to an exact dimension within plus or minus .005 of an inch, and the belts are made to within plus or minus .030 of an inch on the circumference. The fitment of the pulleys and belt are exact. Usually, the problem has been after-market inner primaries which have a short center distance.